Transmission control



g- 1950 D. w. KELBEL ET AL 2,519,050 Q TRANSMISSION CONTROL Filed Oct. 21, 1944 5 Sheets-Sheet 1 Law 5 JEEo/vn i 17 w -41 I 43 fzwemf ons' Palm e7 Orr Ailg- 5, 1950 D. w; KELBEL ETAL TRANSMISSION CONTROL Filed Oct. 21, 1944 Aug. 15,1950

D. W. KELBEL E'I'AL TRANSMISSION CONTROL 3 Sheets-Sheet 3 Filed Oct. 21, 1944 Zinn fnven orzsv falnzer' 07"? George E Patented Aug. 15, 1950 TRANSMISSION CONTROL Donald W. Kelbel, George E. Flinn, and Palmer Orr, Muncie, Ind., assignors to Borg-Warner Corporation, Chicago, 111., a corporation of Illinois Application October 21, 1944, Serial No. 559,852

21 Claims. 1

Our invention relates to power transmissions for automotive vehicles, and more particularly the invention relates to controls forsuch transmissions.

It is an object of our invention to provide an improved control for such transmissions by means of which a transmission is upshifted from a low to an intermediate speed under the control of a governor and the transmission is upshifted from the intermediate to a high speed by releasing the accelerator for the engine of the vehicle in which the transmission is installed and allowing the accelerator to move to its closed throttle position. It is contemplated that the transmission shall preferably be one comprising two friction clutches, one of which is engaged for low speed, the other of which is engaged for second speed and which are both engaged for high speed. The transmission may be of a construction shown in the copending application of Donald W. Kelbel, Serial No. 547,819, filed August 3, 1944, now Patent No. 2,406,225, issued Aug. 20, 1946.

It is another object of our invention to provide an improved control for a transmission which is such that the transmission provides a freewheeling low speed, a positive drive second speed and a positive drive high speed. It is contemplated that, as in the transmission disclosed in the above mentioned Kelbel application, a oneway brake mechanism may be utilized for a reaction element for completing the low and intermediate speed power trains, and it is an object to provide a control which will automatically lock up the one-way brake mechanism when the transmission is conditioned for intermediate speed.

It is another object of our invention to provide an improved control for such a transmission including a reaction element and a one-way brake therefor which permits a downshiit from high to intermediate speed and which provides on such a shift a positive drive in intermediate speed when the driven shaft of the transmission tends to drive with the one-wayv brake mechanism being locked up, so that this positive drive may be used for braking the engine of the vehicle in which the transmission is installed when the vehicle is descending an incline. To this end it is an object of the invention to provide mechanism for momentarily accelerating the engine for engaging the one-way brake mechanism to lock up the brake mechanism, after the transmission has been otherwise conditioned for intermediate speed drive.

It is contemplated that our invention may be used with a transmission, such as is disclosed in the above mentioned Kelbel application, in which friction clutches are used for completing the drives through the transmission and in which these clutches are operated by fluid under pressure. It is contemplated that a pump shall be provided for supplying fluid under pressure for engaging these clutches and for lubricating the gearing of the transmission, and the :pump may draw fluid from a sump beneath the gearing and may be driven from the drive shaft of the transmission. It is contemplated also that another pump driven by an element of the gearing may be provided for draining a sump located beneath the fluid pressure engaged clutches.

It is a further object of our invention to provide improved transmission control mechanism which will allow a completion of a power train through this transmission, by means of the above mentioned fluid pressure operated clutches, from the driven shaft of the transmission to the drive shaft for starting the engine connected with the drive shaft by driving the driven shaft, as by pushing the vehicle. Since, when the engine is not in operation, the pump for engaging the clutches also is not in operation, the invention contemplates that other means may be utilized for providing the necessary fluid pressure for engaging the clutches. To this end, it is an object of the invention to provide a valve arrangement for connecting the clutch sump pump with the sump for the gearing and for connecting this pump to provide the fluid pressure for engaging one of the clutches in order to complete a power train from the driven shaft to the drive shaft of the transmission when the engine is inoperative.

The invention consists" of the novel construction, arrangements and devices to be hereinafter described and claimed for carrying out the above stated objects and such other objects as will appear from the following description of a certain preferred embodiment illustrated in the accompanying drawings, wherein:

Fig. 1 is a diagrammatic illustration of the transmission disclosed in the above Kelbel application and with which our improved transmission control may be used;

Fig. 2 is a diagrammatic view of the hydraulic portion of our improved transmission control;

Fig. 3 is a diagrammatic view of the electrical portion of the transmission control; and

Fig. 4 is a view showing the engine including its carburetor which drives the illustrated transmission, with the view showing the carburetor connected with certain control mechanism.

Like characters of reference designate like parts in the several views.

mined speed of the drive shaft [0.

Referring now to the drawings and particularly to Figs. 1 and 4 thereof, the transmission with which our improved control arrangement may be used comprises a drive shaft III, a driven shaft II, an intermediate shaft I2 piloted in the shafts I and II, and a, second intermediate shaft I3 coaxial with and disposed about the shaft I2. The transmission is intended for use in an automotive vehicle, and the drive shaft I0 is connected with and is driven by an automobile engine I4 of the usual internal combustion type.

A friction clutch I5 is provided for connecting the shaft I2 with the shaft ID. This clutch comprises a flywheel I6 connected with shaft I0, a pressure plate I! movable toward and from the flywheel I6 but being non-rotatable with respect thereto and a friction disc I8 between the flywheel and pressure plate and connected with the shaft I2. The clutch I5 is adapted to be conditioned for engagement by the application of fluid, such as oil, under pressure to a piston I9, and the clutch is thereafter automatically engaged when the speed of the drive shaft I9 reaches a predetermined value. The piston I9 is slidably but non-rotatably disposed in a housing 20 connected to rotate with the flywheel I6 and the shaft I0, and a fluid conduit 2| is provided for applying fluid under pressure to the piston. The piston I9 is arranged to act on a plurality of centrifugal weights 22 to move the weights toward the flywheel I6 on application of fluid pressure to the piston. The weights 22 are each connected with the pressure plate I! by means of a strut 23 for acting on the pressure plate, and the weights 22 are connected so as to rotate with the flywheel I6. The weights 22 move outwardly under the action of centrifugal force due to their rotation along with the flywheel I6 and shaft I0, and the weights by means of the struts 23 function to move the pressure plate I! toward the flywheel I6. The piston I9 functions to move the weights 22 and thereby the pressure plate I! a certain distance toward the flywheel I6 to thereby condition the clutch l5 for engagement, and the weights 22 function to move the pressure plate H in the same direction the necessary additional distance to engage the friction disc I8 between the pressure plate I! and the flywheel I6 to engage the clutch at a predeter- The clutch may be disengaged by draining the fluid from behind the piston I9 thus relieving the force on struts 23 and weights 22, as the weights 22 themselves cannot cause a sufficient movement to the pressure plate I! to engage the clutch.

A friction clutch 24 is provided for connecting the intermediate shaft I3 with the drive shaft ID. This clutch comprises the pressure plate IT, a. pressure plate 25 and a friction disc 26 between the two pressure plates and connected with the shaft I3. A piston 21 is provided within the piston I9, and a conduit 28 is provided for applying a fluid, such as oil, under pressure to the piston 21. The clutch 24 is engaged by applying fluid pressure to the piston 21 through the conduit 28 and this causes movement of the pressure plate 25 toward the pressure plate I! to engage the friction disc 26 between the pressure plates. The clutch 24 may be so engaged whether the friction clutch I5 is engaged or disengaged.

The shaft I2 is connected with a sun gear 29; the shaft I3 is connected with a ring gear 33; and the shaft I I is connected with a planet gear carrier 3|, the parts 29, 30 and 3I all being parts of a planetary gear set 32.

The gear set 32' comprises also a planet gear 33, which is in mesh with the sun gear 29 and is rotatably carried by the carrier 3|, and a planet gear 34, which is in mesh both with the planet gear 33 and with the ring gear 39 and is carried by the carrier 3|. The planet gear 34 has a planet gear 35 integrally connected therewith and carried by the carrier 3|. This planet gear 35 is a spiral gear, and it is in mesh with a spiral sun gear 36. A positive type brake 31 is provided for holding the sun gear 36 stationary, and this brake comprises teeth 38 formed on the sun gear and teeth 39 formed in a stationary part 40. The teeth 38 are interengaged with the teeth 39 on movement of. the sun gear 36 rearwardly, and the brake 3! is thus engaged. A positive brake M is provided for holding the ring gear 30 stationary. This brake comprises teeth 42 formed on the ring gear and a pawl 43 which is non-rotatably disposed with respect to the ring gear and which is movable into engagement with the teeth 42.

The planetary gear set 32 may be controlled to provide low and intermediate reduced speed ratios and a direct drive, all in the forward direction, between the shafts ID and II and to provide a reduced speed ratio in the reverse direction between the shafts. When the sun gear 36 is held stationary, as by the brake 31, and the shaft I2 is driven by the shaft II] by means of the clutch I5, the carrier 3I and thereby the shaft I I are driven at low speed ratio in forward drive. The sun gear 36 in this case functions as a reaction element. When the sun gear 36 is held stationary and the shaft I3 is driven from the shaft II) by means of the clutch 24, with the clutch I5 being disengaged, the shaft I I is driven at intermediate speed ratio in forward drive, and the sun gear 36 in this case also acts as a reaction element. When both of the clutches I5 and 24 are engaged whereby both of the shafts I2 and I3 are driven from the shaft I9, the planetary gear set 32 is locked up, and the shaft II is driven in direct drive at the same speed as the shaft III. For this direct drive, the brake 31 is disengaged, and the sun gear 36 rotates along with the other parts of the planetary gear set. For reverse drive, the clutch I5 is engaged, the brake M is engaged and the brake 31 is disengaged. The planetary gear set 32 with these conditions existing will drive the shaft II at a reduced speed in reverse drive with respect to the shaft I0, and the ring gear 36 in this case functions as the reaction element for the planetary gear set.

The sun gear 36 is moved longitudinally thereof in one direction or the other according to the direction of reaction thereon by the gear 35 for either engaging or disengaging the brake 31, so that the sun gear 36 is effectively braked for one direction of reaction thereon and may freely rotate for the other direction of reaction. The spiral gearing on the sun gear 36 and on the planet gear 35 functions to move the sun gear in this manner. A blocker element 44 is provided on the sun gear, and this may be of any suitable type and has limited oscillatory movement with respect to the sun gear. The blocker 44 is in frictional engagement with the stationary part 46 and is held in such engagement by means of a spring 45 acting between the blocker element and a collar 46 fixed on the sun gear 36. The blocker 44 is so arranged that when the sun gear 36 is rotated in a direction reverse with respect to the direction of rotation of the drive shaft If], the blocker allows engagement of the teeth 38 with the teeth 39 to engage the positive brake 31 and when the sun gear 36 rotates in the opposite direction, that is, in the same direction as the drive shaft H), in this case the blocker 44 functions to block rearward longitudinal movement of the sun gear 36 and prevents engagement of the teeth 38 with the teeth 39. The direction of the spiral gearing on the gears 35 and 36 is such that when the reaction on the sun gear 36 is such as to rotate it in the direction reverse to the direction of rotation of the shaft I 6, the sun gear is moved rearwardly on the transmission. this direction causes the blocker element 44 to allow engagement of the teeth 38 with the teeth 39, and the former teeth move with longitudinal rearward movement of the sun gear 36 into engagement with the stationary teeth 39 to engage the brake 31. The frictional contact of the blocker element 44 on the stationary part 40 caused by the spring 45 tends to frictionally retard rotation of the sun gear 36 and promotes longitudinal movement of the sun gear by the spiral gearing. When the direction of reaction on the sun gear 36 is in the opposite direction, that is, in the same direction as the direction of rotation of the shaft I0, the spiral gearing on the gears 35 and 36 causes the gear 36 to move forwardly of the transmission to move the teeth 38 out of engagement with the teeth 39 for disengaging the brake 31.

The sun gear 36 and the positive brake 31, functioning as above described as a one-way brake mechanism, act to complete the low and intermediate reduced speed ratios through the transmission and to disengage at high speed ratio. When the clutch I5 is engaged, the reaction on the sun gear 36 is in the reverse direction, and the sun gear is thus moved rearwardly to engage the positive brake 31, and the low speed ratio is thereby completed through the transmission. When the clutch I5 is disengaged and the clutch 24 is engaged, the reaction on the sun gear 36 is in the same direction, and the positive brake remains engaged and completes the intermediate speed power train through the transmission. When both of the clutches l5 and 24 are engaged to complete direct drive ratio through the transmission, the reaction on the sun gear 36 is in the opposite direction, that is, in the forward direction, and the sun gear 36 moves forwardly of the-transmission to disengage the brake 31. No reaction is needed for the planetary gearing 32 in direct drive, and the reaction gear 36 is free to rotate with the other elements of the planetary gearing.

A retaining mechanism 41 is provided for acting at appropriate times for holding the sun gear 33 in its position in which the positive brake 31 is engaged. The retaining mechanism 41 comprises bean-like elements 48 which are adapted to fit in a roove 49 provided in the sun gear 36. The beans 48 are slidably disposed in the stationary part 56, and a sleeve 5| (see Fig. 2) is rotatably disposed about the part 50. The sleeve 5| is provided with notches 52 in its inner periphery, and these notches are provided with cam portions 53, as shown in Fig. 2. The notches 52 are positioned so as to receive the beans 48 when the sleeve 5| is in a certain rotative position on the stationary part 5|], as will be apparent from an inspection of this construction as shown in Fig. 2, and in this case the retaining mechanism 41 is unlocked and the sun gear 36 is free to move longitudinally thereof. When the teeth 38 are interengaged with the teeth 39,

Rotation of the sun gear 36 in the groove 49 in the sun gear 36 is beneath the beans 48 and on rotation of the sleeve 5| to its position as shown in Fig. 2, the cam portions 53 in the sleeve 5| function to move the elements 48 into the groove 49, and the sleeve 5| thereafter functions to hold the elements 48 in the groove and to thereby hold the sun gear 36 against forward longitudinal movement which would disengage the brake 31. It will thus to apparent that the retaining mechanism 41 functions to hold the brake 31 engaged and thereby functions as means for locking up the one-way brake comprising the positive brake 31 and the spiral gearing on the gears 35 and 36 so that the gear 36 is held from rotation in both directions rather than in only the reverse direction.

Clutch teeth 54 are provided between the collar 46 fixed to the sun gear 36 and the planet gear carrier 3| for making possible a direct drive from the shaft H to the shaft II] with only one of the friction clutches l5 and 24 being engaged. Such a drive is useful for starting the engine I4, when the ngine is inoperative, by rotating the shaft H, as by pushing the automobile in which the transmission is installed. The clutch I5 is, as has been hereinbefore described, a centrifugal clutch which is engaged only after the drive shaft H) has reached a predetermined speed, and it is thus not possible to use this clutch in providing such a direct drive from the shaft H to the shaft ID. If the friction clutch 24 is engaged, and if the shaft is driven in the forward direction, the reaction on the sun gear 36 is in the forward direction, and the spiral gear teeth on the sun gear 36 and on the planet gear 35 function to move the sun gear forwardly of the transmission. Such forward movement of the sun gear brings the collar 46 toward the gear carrier 3| to engage the teeth 54. The teeth 54 are so slanted as to engage with the sun gear 36 rotating in the forward direction, and with the teeth 54 engaged, the planet gear set 32 is locked up, land a drive is completed from the shaft through the gear set and through the intermediate shaft I3 and the friction clutch 24 to the drive shaft I0. When the engine I4 becomes operative, and the shaft I6 is driven, the reaction on the sun gear 36 reverses, and the teeth 54 are slanted so as to function with the spiral teeth on the gears 36 and 35 to move the sun gear 3'3 rearwardly whereby the teeth 54 are disengaged. One of the forward drive ratios may then be completed through the transmission, as has been hereinbefore described.

The planetary gear set 32, and particularly the planet gears, are lubricated by means of an oil passage 55 provided in the shaft H and extending through the planet carrier 3|. Any oil that may be thrown from the gear set 32 is collected in a gearing oil sump 56 provided below the gearing. An oil sump 51 is also provided for the clutches |5 and 24 for collecting any oil which may leak from behind the pistons l9 and 21.

The transmission is provided with two oil pumps for providing fluid under pressure for controlling the transmission, as will be hereinafter described. One of the pumps 58 is driven from the housing 26, and this pump thus is only effective when the shaft in is rotating. The other of the pumps 59 is connected with the intermediate shaft I3, and this pump thus is operative when the ring gear 30 is rotating. A governor 60 is driven from the driven shaft H, and this governor functions in controlling the transmission as will be hereinafter described.

For more of the details of construction of the transmission as it has been so far described, the copending application of Donald W. Kelbel, hereinabove mentioned, may be referred to.

Referring now particularly to Fig. 2 for a description of the hydraulic portion of the transmission control arrangement, it will be observed that the pump 58, which is driven by the shaft I8, has its inlet connected with the gearing sump 56 by means of a conduit 95. The pump 59 driven with the ring gear 38 has its inlet connected, by means of a conduit 66, with a valve 61. The valve 61 comprises a piston 68 having constricted portions 89 and ID. The valve 6! is connected by a conduit H with the clutch unit sump 51, and in the normal position of the piston 68, in which it is shown in the drawing, the constricted portion I8 connects the conduits 66 and H so that the pump 59 when in operation draws fluid from the sump 51.

The pumps 58 and 59 discharge into a single conduit I2, which, as will be described, is connected to function as a source of fluid pressure both for lubricating the gearing 32 and for engaging the clutches I and 24. It will be noted that conduit I2 is connected by a conduit 13 with the valve 61; however, in the normal position of the valve piston 68 in which it is shown, the conduit I3 is blocked by the piston. The conduit i2 is connected with a valve 14 which may be termed a low and direct speed valve, and the conduit is also connected with a valve I5 which may be termed a second speed valve. The valve 74 comprises a valve piston I6 which has a constricted portion 17, and the valve I5 comprises a valve piston I8 having a constricted portion 19. In the neutral positions of the valve pistons 16 and T8, in which they are shown in the drawing, the branches of the conduit I2 connected with the valves are blocked by the pistons, as shown.

The conduit '12 is connected by a conduit 88 with a pressure relief valve 8| which comprises a slidable piston 82 acted on by a spring 83. The valve 8| has an outlet connected with a conduit 84, and this conduit is connected with a second pressure relief valve 85 and also with the passage 55 in the driven shaft H. The valve 85 is quite similar to the valve BI and comprises a slidable piston 86 acted on by a spring 81. The valve 85 has a discharge outlet which is connected with a conduit 88 leading to the gearing sump 56. The pressure relief valve 8| remains closed until the fluid pressure in the conduit 88 and thereby in the conduit 12 has reached a predetermined value, and when the pressure exceeds this value, the piston 82 moves downwardly to open the outlet of the valve, and the fluid discharges through the conduit 84 to the valve 85. The valve 85 functions similarly to the valve 8| and maintains the fluid pressure within the conduits 84 and 55 at a certain predetermined value; the fluid pressure in the conduits 84 and 55 maintained by the valve 85 is, however, less than the fluid pressure which the valve 8| maintains in the conduits 88 and I2. The fluid under pressure in the conduit 55, as has been hereinabove described, acts to lubricate the gearing 32 and particularly the planet gears 33, 34, and 35,

The valve 14 is connected with a conduit 89 and a conduit 98. The conduit 89 is connected to operate certain fluid pressure responsive mechanism including the clutch I5, and the conduit 98 is disposed to discharge fluid into the sump 58 to thus constitute a bleed conduit. In the inoperative position of the piston I6 in which it is shown, the constricted portion 11 of the piston connects the conduits 89 and 98 whereby fluid may freely discharge from the conduit 89. The conduit 89 is connected with a valve 9| which comprises a piston 92 having a constricted portion 93. The valve 9| is connected with a bleed conduit 94 disposed to discharge fluid into the sump 56, and the valve is also connected with the conduit 2| leading to the clutch housing 28 behind the piston l9. The piston 92, in its inoperative position in which it is shown, functions to connect by means of its constricted portion 93, the conduit 2| with the conduit 94 whereby fluid in the housing 28 and behind the piston I9 of the clutch unit and in the conduit 2| may freely discharge into the sump 56. The piston 92 is connected by a link 95 with a lug 96 formed on the sleeve 5|, provided for acting on the bean-like elements 48. A spring 91 is provided between any stationary part and the lug 96 for yieldingly holding the sleeve 5| and the piston 92 connected therewith in their positions in which they are shown.

The valve piston I6 in its operative position functions to connect the conduits I2 and 89 by means of its constricted portion 11 while disconnecting these conduits 89 from the bleed conduit 98. When the conduits l2 and 89 are thus connected, fluid under pressure is applied to one end of the piston 92 to move the piston toward the left as seen in the drawing and to rotate the sleeve 5| in a clockwise direction against the action of the spring 91. This movement of the sleeve brings the notches 52 in the sleeve in alignment with the bean-like elements 48 to allow movement of these elements in the stationary part 58. The sun gear 36, with these parts being in this condition, may freely move longitudinally to either engage or disengage the positive brake 31. When the piston 92 is in this position, the piston allows communication between the conduits 89 and 2|, and fluid under pressure flows through the latter conduit and into the clutch housing 28 to condition the clutch I5 for engagement. Application of fluid pressure to the conduit 89 by means of the valve I4 thus causes a movement first of the piston 92 to disengage the holding mechanism 41 for the sun gear 35 and then a subsequent conditioning of the clutch I-5 for engagement. When the piston 76 is moved back to its inoperative position in which it is shown, fluid in the conduit 89 discharges through the bleed conduit 98, and the piston 92 and thereby the sleeve 5| moves back to its position in which it is shown in the figure, assuming that the brake 31 is engaged and the groove 49 is beneath beans 48. When the piston 92 has moved back to this position, its constricted portion 93 connects the conduits 2| and 94 and fluid may discharge from behind the piston I9 through the conduit 2| to disengage the clutch I5. Thus, when the valve piston I6 is moved back to its position in which it is shown in the drawing, the holding mechanism 41 is first engaged and subsequently the clutch I5 is disengaged.

The valve 15 is connected with the conduit 28 leading to the piston 2! in the clutch unit and also with a conduit 98 connected with the valve 61, as shown. The valve 6! is connected with a conduit 99 disposed to discharge fluid into the sump 56 to thus constitute a bleed conduit, and in the normal position of the valve piston 68, its constricted portion 69 connects the conduits 98 and 99. Thus, with the valve pistons 68 and 18 in their positions as shown in Fig. 2, fluid may freely discharge from behind the piston 21 in the clutch unit through the conduits 28, 98, and 99 into the sump 56. When the valve piston I9 is moved to its operative position, its constricted portion 19 functions to disconnect the conduit 28 from the conduit 98 and to connect the conduit 28 with the fluid supply conduit 12. Fluid under pressure is thereby supplied through the conduit 28 to the clutch piston 21 for engaging the clutch 24. On a return of the piston I8 to its inoperative position as shown, fluid is discharged from behind the piston 21 through the conduit 28 to again disengage the clu ch 24.

The valve 61 has a conduit Wit-extending to the gearing sump 56 to thereby constit te a bleed conduit. The valve 61 may be termed a taxi-push valve, and this valve is adapted to be moved to the right when the operator desires to condition the transmission for taxi-push for starting the engine I4 by driving the driven shaft I I. When the valve piston 68 is moved to the right, its constricted portion I functions to disconnect the conduit 66 from the conduit II and to connect the conduit 66 with the conduit I00, so that the input of the pump 59 is connected with the sump 56 instead of the sump 57. Movement of the valve piston 68 in this direction a so functions to disconnect the conduit 98 from the bleed conduit 99 and to connect the conduits I3 and 98 by means of the constricted portion 69 of the valve piston. When the motor I4 is inoperative, the pump 58 is also inoperative, since this pump is driven from the drive shaft I0; however, the pump 59 is operative when the driven shaft II is driven, as when the vehicle in which the transmission is installed is pushed. When the valve piston 68 is in this position, the pump 59 supplies fluid under pressure to the conduit 12 and draws the fluid from the gearing sump 56. When the transmission is conditioned for taxi-push, the valve pistons 16 and I8 are both in their positions as shown in the figure so that fluid from the conduit 12 cannot directly pass through these valves into either the conduits 28 or 89; however, the valve piston 68 when moved to the right functions to connect the conduit 12 with the piston 2! by means of the conduit 13, the constricted portion 69 of the valve 68, the conduit 98, the constricted portion I9 of the valve piston 18 and the conduit 28, so that the friction clutch 24 is engaged to complete a drive from the gearing to the drive shaft I0.

The taxi-push valve 6'! is controlled by a control link IOI which is connected with any suitable controlling mechanism (not shown) readily accessible to the operator. lihe link IOI is connected with a lever I02 rotatably disposed on a stationary shaft I03, and the Valve piston 68 is connected by means Of a link I 04 with the lever I02. The arrangement is such that when the link I0! is moved to the right as seen in Fig. 2, such movement gives counterclockwise rotation to the lever I02 about the shaft I03, and the lever through the link I04 moves the valve piston 68 to the right in order to put the valve 61 in condition for taxi-push. Another lever I05 is rotatably mounted on the shaft I03 and is provided with a lug I06 which is so arranged as to be contacted by the lever I02 when the latter lever is given counter-clockwise movement. The lever I05 has a pin and slot connection I0! with a shift rail I08 which is slidably disposed in a stationary part I09. A fork H0 is disposed on the shift rail I08, and his fork fits in the groove provided in the collar 46 fixed on the sun gear 36. The fork H0 is slidably disposed on the shift rail, and its movement on the rail is limited by a ring III on one end and a ring H2 at the other end of the fork, both rings being fixed to the rail. The rings thus provide a lost motion connection between the fork and the shift rail. The lever I05 cooperates with a plunger I I3 slidably disposed in a suitable cavity in the stationary part I09 so that the plunger limits the coun-- terclockwise movement that may be given the lever I05. The plunger II3 has a spring II4 acting thereon tending to move the lever to its position as shown in the figure, and the plunger H3 engages the bottom of the cavity in which it is disposed in order to limit the counterclock wise movement of the lever I05.

When the taxi-push lever I02 is moved by means of the control link IOI in a counterclock- Wise direction, it abuts against the lug I06 and thereby moves the lever I 05 in the counterclockwise direction. Such movement of the lever I05 by means of pin and slot connection I0! moves the shift rail I08 toward the left as seen in the figure. and such movement of the rail I08 allows the fork H0 to move to the left of its neutral and reverse position indicated in the figure to its taxi-push position. The movement of the fork II 0 between these two positions is caused by the reaction on the sun gear 36 in the forward direction which occurs when the shaft I I is driven with the clutch 24 being engaged. and on this movement of the sun gear, the teeth 54 become en aged, as has been hereinbefore described. While the lever I02 remains in its taxi push position, the sun gear 36, the collar 46, and the fork IIO may move to the right when the engine I4 has been started, due to the lost motion connection between the fork and the shift rail I00.

The lever I05 is also adapted to be moved in the counterclockwise direction when the trans mission is conditioned for reverse drive. A control lever II5 fixed to a shaft H6 and connected with a control link I I! is utilized for conditioning the transmission for reverse. The link I I I is intended to be connected with any suitable control mechanism (not shown) accessible to the operator for so conditioning the transmission. The lever I I5 is connected by a link II 8 with a lever I I9 which is rotatably disposed on the shaft I03. The lever H9 is also adapted to abut against the lug I06, and when the levers H5 and H9 are moved to their reverse positions by actuation of the control link I H, the lever I I9 acts against the lug I06 and moves the lever I05 counterclockwise to the limit of its movement. Such movement of the lever I05 causes corresponding movement of the shift rail I08 and the ring H2 fixed thereon to the left and thereby prevents movement of the shift fork I I0 to its low and second speed position indicated in the figure in which the positive brake 31 may be engaged. As has been hereinbefore described, when the transmission is conditioned for reverse with the brake 4I engaged, the direction of reaction on the sun gear 36 is in the reverse direction, whereby there is a force on the sun gear tending to move the gear rearwardly of the transmission. The ring II2 prevents such movement of the sun gear 36 rearwardly so that the brake 31 cannot become engaged with reverse drive through the transmission.

The brake 4| is also engaged by movement of the lever II 5 by means of the control link I". A lever I20 is fixed on the shaft H6 and thereby moves with the lever I I5, and the former lever is connected by means of a link I2I with a lever I 22. The lever I22 is fixed to a shaft I23 and another lever I24 is also fixed to this shaft. The lever I24 has a roller and slot connection I25 with the pawl 43, so that when the link I2! is moved to the right as seen in the figure, the levers I22 and I24 will be given clockwise rotation, and the pawl 43 will be moved to engage with the teeth 42 in the ring gear 30. A lost motion connection I26 comprising a barrel I2! fixed with respect to one part I2Ia and a plunger I28 fixed on the other part I2Ib of the shaft I2I is provided in the shaft. The lost motion connection comprises also a spring I29 in the barrel acting between the plunger I28 and the end of the barrel, and the arrangement is such that although the pawl 43 may be butt-ended with one of the teeth 42 on the ring gear 30 to prevent engagement of the brake 4!, the levers I I and I20 may nevertheless be moved to their reverse positions. The spring I29 will yield and will allow an effective lengthening of the link I2I to effect this result. When the ring gear 30 rotates slightly to bring the pawl and tooth out of butt-ended relationship, the spring I29 will move the levers I22 and I24 and the pawl 43 to interengage the pawl with the teeth 42.

Referring now to Figs. 2, 3, and 4 and particularly to Fig. 3, the electrical portion of the trans mission control arrangement will now be described. The valve piston I6 of the low and direct valve I4 is controlled by means of a solenoid I35 which when energized functions to move the piston to its position in which it connects the conduits I2 and. 89. The valve piston I8 of the second speed valve I5 is controlled by a, solenoid I36 which when energized functions to move the valve piston I8 to its position in which it connects the conduits I2 and 28. The electrical portion of the control arrangement includes an ignition switch I3!, a taxi-push switch I38, a forward and reverse switch I 39, a kickdown switch I40, a closed throttle switch I4I, a second speed lock-up switch I42, and the governor 60, all operative as controls for the arrangement.

The battery I43 of the vehicle in which the transmission is installed and which has one terminal grounded, as shown, has its other terminal connected with the ignition switch I3!, and the ignition switch is connected in series with the taxi-push switch I38. The ignition switch I3! is controlled by the operator and may be conveniently located for such control in accordance with well known practice, and the taxi-push switch I38 is controlled by the lever I02 rotatably disposed on the shaft I63 and under the control of the link NH. The switch I38 is so arranged with respect to the lever I02 that the switch is opened when the lever I02 is moved into its taxi-push position. The switch I38 is connected in series with contacts I44, I45, and I46 of the switch I39, as shown.

The switch I33 comprises a switch arm I4! having contact blades I48 and I49 thereon, and this switch is intended to be controlled by the operator and may be connected with any suitable mechanism (not shown) to facilitate such control in conjunction with the control link II? for the reverse lever II5. The switch arm I4! has three positions, namely, neutral, forward, and reverse. In the neutral position of the switch arm in which it is shown, the contacts I44, I45, and I46 are all disconnected. When the switch arm I4! is moved to its forward position as indicated in the drawing, the switch blade I49 connects the contacts I44 and the switch blade I48 connects the contacts I46. When the switch arm I4! is moved to its reverse position as indicated, the blade I49 connects the contacts I45.

The contacts I44 are connected with the winding I50 of a relay I5!, and the winding I50 is connected with the second speed lock-up switch I42. The switch I42 is actuated as will be hereinafter described, and it is connected with a contact I52 of the governor 60. Below a predetermined speed of the vehicle in which the transmission is installed, as for example ten miles per hour, the contact I52 completes a circuit with a contact I53 of the governor which is grounded as shown. With the switch I39 being conditioned for forward drive, a circuit is completed by the contacts I52 and I53 through the winding I59 to energize the relay I5I below this predetermined speed.

The relay I5I comprises contacts I54 which are brought together upon energization of the relay and which are connected with the solenoid I 35. The contacts I54 when together complete a circuit from the battery I43 through a fuse I55 and through the contacts to the solenoid I 35 which is grounded. The solenoid I35 comprises an energizing winding I56, contacts I5! and a holding winding I58. The winding I56 and the contacts I5! are connected in series and the winding I58 is in parallel with the winding I56 and the contacts I5!, as shown. When the contacts I54 are closed, the winding I56 is energized to pull the valve piston 16 into its operative position connecting the conduits I2 and 89, and the contacts I5! are so arranged with respect to the piston that such movement of the piston has the effect of opening the contacts I5! to break the circuit through the winding I56. When the valve piston is in its operative position, a current through the parallel holding winding I58 is sufiicient to hold the piston in this position, and the piston thus remains in this position. Thus, when the relay I 5! is energized, the solenoid I35 is also energized to supply fluid pressure to the valve 9I and to the clutch piston I9 for conditioning the clutch I5 for engagement.

When the speed of the vehicle has increased above the critical speed of the governor 60, the.

contact I53 separates from the contact I52 and makes contact with another contact I59 of the governor. This breakage between the contacts I52 and I53 functions to deenergize the relay I5! and thereby the solenoid I35, as will be understood, so that the valv piston !6 moves back to its inoperative position to disengage the clutch I5. In the forward condition of the switch I39, the switch .blade I48 connects the contacts I46, and these contacts are connected with a, winding I60 of a relay I6I. The winding I60 is connected with the contact I59, and upon the contacts I53 and I59 coming together, the relay I6! is energized by a circuit from the battery I43 through the switches I3! and I38, the contacts I45, the winding I60 and the contacts I53 and I59. The relay I6I includes contacts I62, and when the relay is energized, these contacts are brought together. The contacts I62 are connected with the 'battery I43 through the fuse I55, and the con tacts are also connected with the solenoid I36. The solenoid I36 includes windings I56 and I58 and contacts I 5! similar to the corresponding parts in the solenoid I35, and the contacts I62 when thus closed complete a circuit through the solenoid I36 and energize the solenoid to move the valve piston I8 into its operative position to 13 connect the conduits I2 and 28, whereby to engage the clutch 24 and put the transmission in second speed ratio.

The second speed relay I6I also includes contacts I63 which are brought together when the solenoid is energized. One of these contacts is connected with the winding I50 of the relay II through the second speed lock-up switch I42, and the other of the contacts is connected with the switch MI and thereby with the switch I40 and through the latter switch with ground.

The switches MI and I40 are controlled by means of the accelerator I64 for the vehicle. The accelerator is connected by any suitable mechanism I65 and including a link I66 with the throttle lever I61 of the carburetor I68 for the engine I4 (see Fig. 4). The mechanism linking the accelerator I64 and the throttle lever N51 is intended to be of the ordinary type in common use, so that the throttle is opened upon a depression of the accelerator and is closed upon the accelerator being returned to its uppermost position. When the accelerator is in its closed throttle position, the switch MI is closed, and the switch I46 is also closed. When the accelerator is depressed to open the throttle, the switch I 4| is opened. The switch I40 normally is closed and is opened when the accelerator I64 is depressed to its fully open throttle position.

When the speed of the vehicle increases such that the contact I53 of the governor 60 moves out of contact with the contact I52 and into contact with the contact I59, the accelerator IE4 is normally depressed to some extent, to at least partially open the throttle. Under these condi tions the relay I6I and solenoid I36 are energized, and the relay I5I and solenoid I35 are deenergized, as has been described. When the accelerator I64 is thereafter released to close the switch I4I, a circuit is thereupon completed through th winding I56 of the relay I5I. The circuit includes the switch I42 connected with the winding, the contacts I63 of the relay I 6| which remains energized, the switch MI and the switch I40 to ground. The relay I 5I is thus energized to close its contacts I54, and the solenoid I35 is again energized to move the valve piston I6 into operative position connectin the conduit I2 and the conduit 69. Thus upon such release of the accelerator above the critical speed of the governor, both of the valve pistons I6 and I6 are in their operative positions, both of the clutches I5 and 24 are engaged, and the transmission is in direct drive. The relay I5I also includes contacts I69, closed when the relay is energized, and one of these contacts is connected with one of the contacts I63 and between the latter contacts and the switch MI, and the other of the contacts I69 is connected with the switch I40, as shown. When the accelerator I64 is thereafter depressed to open the throttle further to increase the speed of the vehicle, the relay I5I remains energized regardless of the opening of the switch I4I, and the circuit from the winding I50 of this relay is through the switch I42, the contacts I63, the contacts I69, and the switch I40 to ground. Both of the solenoids I35 and I36 thus remain energized and both of the valve pistons I6 and I8 remain in their operative positions to keep the transmission in direct drive.

While the speed of the vehicle remains above the critical governor speed, and if the operator desires to disengage to shift the transmission to second speed, the operator may depress the accelerator I64 to open throttle position to open the 14 switch I40. Such opening of the switch I 40 opens the circuit through the winding I50 of the relay HI and de-energizes the relay and thereby also de-energizes the solenoid I35, and the valve piston I6 returns to its inoperative position in which it is shown in Fig. 2. The relay I5I and the solenoid I35 remain de-energized when the accelerator I64 is released from its open throttle position, since the contacts I69 are open and since the switch MI is open, and the automobile thus remains in second speed. The transmission may again be shifted back into high speed by entirely releasing the accelerator I64 to close the switch I4I.

When the switch I39 is conditioned for reverse, the switch blade I 49 completes a circuit across the contacts I45, and through the winding I50 of the relay I5I, the switch I42 and the contacts I52 and I53 to ground. The relay I5I is thereby energized and the solenoid I35 is also energized whereby the piston I6 is in its operative position and the clutch I5 is conditioned for engagement. The control lever H5 and its connected parts are also conditioned for reverse drive, and the shaft II is driven in reverse from the shaft I0 through the transmission as has been hereinbefore described. In this condition of the switch I39, the contacts I46 are open, and the relay I6I and the solenoid I36 cannot be energized.

When the transmission is conditioned for taxipush for starting the engine I4 by shifting the lever I02, the switch I38 is opened, and since this switch is in series with the switch I39 and the windings of the relays I5I and NH, the solenoids I35 and I36 cannot be energized. The clutch 24 is, however, engaged by means of the taxi-push valve 61 without energization of the relay I36, and thepower train through the transmission is completed through this clutch, as has been hereinbefore described.

The illustrated transmission control arrangement includes mechanism for shifting the transmission from high speed ratio to a second speed positive drive, so that the motor I4 may be used as a brake, when the vehicle is traveling down an incline. As has been hereinbefore described, the sun gear 36 is not at the rearward limit of its movement when the shaft II is driven in direct drive from the shaft III; the sun gear 36 is rather at an intermediate position in which it is shown in Fig. 1. Although the clutch I5 may be disengaged with the clutch 24 remaining engaged to shift the transmission to second speed; if the vehicle is traveling down an incline and the shaft I I tends to drive, the reaction on the sun gear 36 will be in the forward direction which will tend to maintain the brake 3'I disengaged, and there will be no power train between the shaft II and the shaft I0. We, therefore, provide mechanism for momentarily accelerating the motor I4 when it is desired to shift the transmission from high speed ratio to a positive drive second speed ratio with the vehicle traveling down an incline, in order to engage the positive brake 31 to complete a power train between the shaft II and the shaft I0.

The second speed lock-up control includes a control plunger II0 (see Fig. 4) which is located so as to be accessible by the operator of the vehicle, such as on the dash board (not shown) of the vehicle. The plunger H0 is connected with a link III which at one end is connected with the switch I42 and at the other end is connected with a carburetor control link H2. The link I12 is connected with a carburetor control lever I I3 having a pawl I14 disposed in a suitable cavity therein which is acted on by a spring I15. The lever I 13 is coaxially disposed with respect to the throttle control lever I61, and the pawl I14 cooperates with a notch I16 provided in the control lever I61, so that as the lever I13 is moved in a counterclockwise direction by means of the link I12, the pawl moves the throttle lever I61 from its closed throttle position to an open throttle position. The pawl I14 is provided with a pin I11 which rides on a circular cam I181 fixed with respect to the carburetor I68. When the lever I13 is moved counterclockwise, the pin I11 rides up the cam I18 thereby moving the pawl I14 up into its cavity in the lever I13 against the action of the spring I15 to thereb disengage the pawl from the notch I16. When the pawl is thereby entirely disengaged from the notch, the control lever I61 is free to move back to its closed throttle position, and this lever has such movement under the effect of the spring means (not shown) ordinarily provided with such a throttle lever.

The plunger I10 is moved in the direction of the arrow when it is desired to shift the transmission from high speed ratio to a second speed positive drive when the vehicle is traveling down an incline. Such movement of the control plunger first causes an opening of the switch I42, and as this switch is in series with the winding I50 of the relay I5 I, the relay is thereby de-energized,

and the solenoid I is also de-energized. The alve piston 16 thus moves back to its inoperative position in which it is shown in Fig. 2 to disengage the clutch l5 and to allow the spring 91 of the sun gear locking mechanism 41 to condition the locking mechanism for engagement. Since the shaft I I has been driven in direct drive, the sun gear 36 is in its position in which it is shown in Fig. 1, the brake 31 is disengaged, the groove 49 is not beneath the beans 48, and the holding mechanism 41 thus cannot become operative. Movement of the control plunger I16 in the direction indicated after opening of the switch I42 causes movement of the link I12 to rotate the carburetor lever I13 in the counterclockwise direction to open the throttle. This opening of the throttle causes a drive from the drive shaft I5 to the driven shaft II so that the reaction on the sun gear 36 reverses to be in the reverse direction, and the sun gear 36 thus moves rearwardly to engage the brake 31. When the brake 31 is engaged, the groove 49 is beneath the beans 48, and the beans move into the groove with a rotation of the sleeve 5| under the influence of the spring 91, and the locking mechanism 41 is then effective to hold the positive brake in locked-up condition. A positive second speed drive then exists through the transmission, and the engine I4 functions as a brake with respect to the driven shaft II for braking the vehicle. The continuous movement of the control plunger I10 causes continuous movement in the counterclockwise direction of the lever I13, and such movement of this lever causes a disengagement of the pawl I14 with the throttle lever I61, as has been described, and the throttle lever I61 returns to its closed throttle position. The movement of the plunger I16 is intended to be a continuous movement so that the carburetor I68 is only momentarily opened by the carburetor lever I13, and this is sufficient to complete the second speed positive drive through the transmission. The control plunger I10 is allowed to remain in its retracted position with the switch I421 being open 16 in order to maintain the transmission in second speed positive drive.

The operation of the transmission control arrangement as a whole is as follows: When the switch I39 is conditioned for forward drive and the ignition switch I31 is closed, the relay I 5| and the solenoid I35 will be energized. The valve piston 16 will be shifted by the solenoid I35 to render the holding mechanism 41 ineffective and to condition the friction clutch I5 for engagement. When the speed of the drive shaft I0 thereafter reaches a predetermined Value, the centrifugal weights 22 will engage the clutch I5. The reaction on the sun gear 36 will be in the reverse direction, and the spiral gearing on the gears 35 and 36 will shift the sun gear to engage the brake 31. The first speed power train will thus be completed through the transmission.

When the speed of the driven shaft II and. thereby of the vehicle have reached predetermined values, the contact I53 of the governor will make contact with the contact I59. The relay I5I will thereby be de-energized and the relay I6I will be energized through the contacts I45 of the switch I39. The solenoid I35 will be de-energized and the solenoid I36 will be energized; and the valve piston 18 will be moved to operative position to engage the clutch 24 while the valve piston 16 will be moved to inoperative position to disengage the clutch I5 and to render the holding mechanism 41 operative. The transmission will then be in second speed positive drive.

While the transmission is in second speed, if the operator releases the accelerator I64, the re-- lay I5I will be again energized through a circuit including the switches MI and I45, and the valve piston 16 will again shift to its operative position to engage the clutch I5 and to disengage the sun gear holding mechanism 41. The transmission, with both of the clutches I5 and 24 being engaged, will be in direct drive. The transmission will remain in direct drive when the accelerator I64 is depressed, as a circuit for maintaining the winding I 50 of the relay I5I energized will be completed through the contacts I69 of the rela I5I.

While the transmission is in direct drive, the operator may down-shift the transmission by moving the accelerator I64 to its open throttle position to open the switch I40. Such opening of the switch I40 will de-energize the winding I 55 of the relay I5I so that the solenoid I35 is deenergized. Such de-energization of the solenoid will disengage the clutch I5 and will render the clutch locking mechanism 41 operative. Assuming the shaft I0 is driven, the transmission will then .be in second speed positive drive.

For reverse, the pawl 43 is engaged with the teeth 42 on the ring gear 36 by means of the control lever H5, and appropriate movement of the lever II 5 also causes a movement of the shift rail I68 so that the sun gear 35 cannot move rearwardly to engage the brake 31. The switch I39 is also conditioned for reverse drive, and this switch completes a circuit through the winding I55 of the relay I5I, through the switch I42 and the contacts I52 and I53 to energize the relay and to energize the solenoid I35. Such energization of the solenoid causes an engagement of the friction clutch I 5, and a reverse drive is thus completed through the transmission.

In order to put the transmission in second speed positive drive when the vehicle is descending an incline, the control plunger I10 is moved 17- in the direction indicated in Fig. 4, and the switch I42 is thereby opened and the carburetor I68 is thereafter momentarily opened. The opening of the switch I42 de-energizes and maintains deenergized the relay II with a resultant de-energization of the solenoid I35. The clutch I5 is thus disengaged and the clutch locking mechanism 41 is conditioned for engagement. The momentary driving of the shaft ID by the opening of the throttle causes a reverse reaction on the sun gear 35 to engage the positive brake 31 and to render the clutch locking mechanism 41 effective. The transmission is then in second speed positive drive and is maintained in such drive as long as the control plunger I is maintained in its withdrawn position and the speed of the vehicle is above the critical governor speed.

.In order to condition the transmission for taxipush, the lever I02 is moved to its taxi-push position to thereby shift the collar 46, to open the switch I38, and to move the valve piston 68. Such movement of the valve piston connects the pump 59 with the main sump 5B and directs the output of this sump into the bleed conduit 98 of the valve I5 to the friction clutch 24 to engage this clutch. With the shaft II being driven by pushing the vehicle, the reaction on the sun gear 36 is in the forward direction, and the sun gear is thereby moved by the spiral gearing on the sun gear and on the planet gear 35 to engage the clutch teeth 54. A power train is thereby completed through the transmission for driving the shaft II] from the shaft I I. When the engine I4 begins to operate, the shaft I0 is thereby driven, and the reaction of the sun gear 36 reverses in direction whereby the clutch teeth 54 disengage.

We wish it to be understood that our invention is not to be limited to the specific constructions and arrangements shown and described, except only insofar as the claims may be so limited, as it will be apparent to those skilled in the art that changes may be made without departing from the principles of the invention.

We claim:

1. In power transmission mechanism, the combination of a drive shaft, a driven shaft, gear means for providing low and intermediate reduced speed ratios and a direct drive ratio between said shafts, said gear means including a movable reaction element for completing said reduced speed ratios when held stationary, a brake for said reaction element for holding the reaction element stationary to complete the reduced speed ratios when said element is in engagement with said brake, means for locking said reaction element in engagement with said brake mechanism, and means for automatically shifting the transmission mechanism from low to intermediate to direct drive ratios, said shifting means including means for operating said locking means for rendering said locking means effective in one but not the other of said reduced speed ratios.

2. In power transmission mechanism, the combination of a drive shaft, a driven shaft, gear means for providing low and intermediate reduced speed ratios and a direct drive ratio between said shafts, said gear means including a reaction element for completing said reduced speed ratios when held stationary, a positive type brake for the reaction element, means for mov ing the reaction element as a whole according to the direction of reaction thereon to thereby engage and disengage said positive brake wher by the reaction element is braked for only one direction of reaction thereon, means for locking the reaction element in its position in which the positive brake is engaged, and means for automatically shifting the transmission mecha-, nism from low to intermediate to direct drivef ratios and for rendering said reaction element locking means effective in said intermediate,

ratio but not in said low speed ratio.

3. In power transmission mechanism, the combination of a drive shaft, a driven shaft, gearing for providing a lower and a higher speed ratio between said shafts, said gearing including a'[ movable reaction element for completing said speed ratios when the element is held stationary, a brake mechanism for engaging said reaction element for completing said speed ratios, means for locking said reaction element in en-" gagement with said brake mechanism, meansf including a governor for automatically shifting, the power transmission from the lower to the higher speed ratio, and means actuated by said? shifting means for rendering said locking means effective just prior to the shift from the lower to the higher speed ratio.

4. In power transmission mechanism, the

combination of a drive shaft, a driven shaft,-I gearing for providing a lower and a higher speed ratio between said shafts, said gearing includ-) ing a movable reaction element for completing said speed ratios when the element is held sta-,

tionary, a brake mechanism for holding said reaction element stationary to complete said;

speed ratios, means for locking said reaction element in engagement with said brake 'mechanism, a pair of clutches each engageable between said shafts for providing one of said speed ratios, means for automatically engaging one off said clutches to provide said higher speed ratio and for disengaging the low speed ratio clutch, and means actuated by said clutch engaging means for rendering said locking means elfec-i tive just prior to the disengagement of said low" ratio clutch.

5. In power transmission mechanism, the combination of a drive shaft, a driven shaft, gearing for providing a lower and a higher speedl ratio between said shafts, said gearing including a movable reaction element for completing said speed ratios when the element is held stationary, a brake mechanism for holding said reaction' element stationary to complete said speed ratios, means for locking said reaction element in en- 1 gagement with said brake mechanism, a clutch j engageable between said shafts for providing said lower speed ratio between said shafts, a,

clutch engageable between said shafts for provid-.'.' ing said higher speed ratio between said shafts.

means for automatically shifting the power speed clutch.

6. In power transmission mechanism, the combination of a drive shaft, a driven shaft, gearing for providing low and intermediate reduced I speed ratios and a direct drive ratio between said shafts, said gearing including a movable reaction ,1 element for completing said reduced speed power.

train when said element is held stationary, a positive type brake for the reaction element, means for moving the reaction element as a whole according to the direction of reaction thereon to thereby engage and disengage said positive brake whereby the reaction element is braked for only one direction of reaction thereon, means for locking the reaction element in its position in which the positive brake is engaged, a clutch engageable between said shafts for completing said low speed ratio and a clutch engageable between said shafts for completing said intermediate speed ratio, said clutches when both are engaged providing said direct drive ratio between said shafts, a piston for engaging each of said clutches, and fluid pressure means for automatically shifting the transmission mechanism from low to intermediate to direct drive ratios, said fluid pressure means including a piston connected with said piston for the low speed clutch and actuated for rendering said locking means ineffective just prior to engagement of the low speed clutch and for rendering the locking means effective just prior to the disengagement of the low speed clutch.

'7. In power transmission mechanism for an automotive vehicle, the combination of a drive shaft, a driven shaft, gearing for providing low and intermediate reduced speed power trains and a direct drive power train between said shafts, friction clutch means engageable between said shafts for completing said power trains, a governor responsive to the speed of one of said shafts, an accelerator for the motor of the vehicle, and means interconnecting said clutch means, said accelerator and said governor whereby the governor functions to shift the transmission mechanism from low to intermediate speed when the speed of said one of said shafts increases above a predetermined value and the transmission may be shifted thereafter from intermediate speed to direct drive by an operative stroke of the accelerator.

8. In power transmission mechanism for an automotive vehicle, the combination of a drive shaft, a driven shaft, gearing for providing low and intermediate reduced speed power trains and a direct drive power train between said shafts, a friction clutch engageable between said shafts for completing said low speed power train, a friction clutch engageable between said shafts for completing said intermediate speed power train, said clutches when both are engaged completing said direct drive power train, a governor responsiveto the speed of said driven shaft, an accelerator for the motor of the vehicle, and means interconnecting said clutches, said accelerator and said governor whereby the governor functions to disengage the low speed clutch and to engage the intermediate speed clutch to shift the transmission mechanism from low to intermediate speed and whereby the accelerator thereafter on an operative stroke thereof functions to engage said low speed clutch, with said intermediate speed clutch remaining engaged, to thereby shift the transmission mechanism to direct drive.

9. In power transmission mechanism for an automotive vehicle, the combination of a drive shaft, a driven shaft, gearing for providing low and intermediate reduced speed power trains and a direct drive power train between said shafts, a friction clutch engageable between said shafts for completing said low speed power train, a friction clutch engageable between said shafts for completing said intermediate speed power train, said clutches when both are engaged completing said direct drive power train, a fluid pressure operated piston for each of said clutches for engaging them, a source of fluid pressure, a valve for each piston and effective between said fluid pressure source and the respective pistons, an accelerator for the motor of the vehicle, a governor responsive to the speed of said driven shaft, and electrical means interconnecting said valves, said accelerator and said governor whereby one of said valves is effective to cause engagement of said low speed clutch below a predetermined speed of said driven shaft and the governor func tions to move both of the valves to cause disengagement of said low speed clutch and engagement of said intermediate speed clutch when the speed of said driven shaft increases above said predetermined speed and the accelerator thereafter, on an operative stroke thereof, moves said one of said valves to cause engagement of the low speed clutch and thereby shift the transmission mechanism to direct drive.

10. In power transmission mechanism, the combination of a drive shaft, a driven shaft, means including gearing for providing a power train between said shafts, means providing a fluid sump for said gearing, a fluid pressure engaged clutch interposed between said shafts and adapted to complete the power train between said shafts, means providing a fluid sump for said clutch, a pump for supplying fluid under pressure for operating said clutch and for lubricating said gearing, said pump being connected to draw fluid from said gearing sump and being driven by said drive shaft, a pump driven by an element of said gearing and being normally connected to maintain the clutch sump drained of fluid, valve means for connecting said first-named pump with said clutch, a governor responsive to the speed of one of said shafts for operating said valve means to engage the clutch at a predetermined speed of said one shaft, a valve means for connecting said second-named pump to draw fluid out of said gearing sump and to supply fluid to said clutch for engaging the latter at speeds below said predetermined speed of said one of said shafts whereby the driven shaft may be driven to start an engine connected with said drive shaft.

11. In power transmission mechanism, the combination of a drive shaft, a driven shaft, means including gearing for providing comparatively low and high ratio power trains between said shafts, means providing a fluid sump for said gearing, a clutch interposed between said shafts and engageable by fluid under pressure for completing said high ratio power train between said shafts, a clutch interposed between said shafts and engageable in response to the speed of said drive shaft for completing said low ratio power train between said shafts, means providing a fluid sump for said first-named clutch. a pump for supplyin fluid under pressure for operating said first-named clutch and for lubricating said gearing, said pump being connected to draw fluid from said gearing sump and being driven by said drive shaft, a pump driven by an element of said gearing, said last-named pump being normally connected to maintain the clutch sump drained of fluid and having its outlet connected with the outlet of said first named pump, a valve between the outlet of said pumps and said first-named clutch, a governer responsive to the speed of said driven shaft for operating said valve to effectively connect said firstnamed pump and said first-named clutch to engage the clutch above a predetermined speed of the shaft, and valve means selectively operable for connecting said second-named pump to draw fluid out of said gearing sump and to supply fluid to said first-named clutch for engaging the latter when the speed of said driven shaft is below said predetermined speed whereby the driven shaft may be driven to start an engine connected with said drive shaft.

12. In power transmission mechanism, the combination of a drive shaft, a driven shaft, means including gearing for providing comparatively low and high ratio power trains between said shafts, means providing a fluid sump for said gearing, a fluid pressure engaged clutch inter.- posed between said shafts and adapted to complete said high ratio power train between said shafts and a centrifugal clutch interposed between said shafts and operable above a predetermined speed of said drive shaft and conditioned for operation by fluid under pressure for completing said low ratio power train, means providing a fluid sump for said clutches, a pump for supplying fluid under pressure for operating said clutches and for lubricating said gearing, said pump being connected to draw fluid from said gearing sump and being driven by said drive shaft, a pump driven by an element of said gearing, said last-named pump having its outlet connected with the outlet of said first named pump and being normally connected to maintain the clutch sump drained of fluid, a valve effective between said pumps and said second-named clutch for applying fluid under pressure to the clutch to condition the clutch for engagement, a valve effective between said Pumpsand said first-named clutch for applying fluid under pressure to engage the clutch and providing a fluid bleed passage leading to said gearing sump, a governor responsive to the speed of said driven shaft and being connected with said valves for conditionin said second-named clutch for engagement below a predetermined speed of the driven shaft and disengaging this clutch and engaging said first-named clutch above said predetermined speed, and a valve for selectively con necting said second-named pump with said gearing sump and for connecting the outlet of said second-named pump with said bleed passage whereby said second-named pump may supply fluid pressure to said first-named clutch to engage the clutch to complete a power train between said shafts below said predetermined speed of said driven shaft whereby the driven shaft may be driven to start an engine connected wit said drive shaft. f

13. In transmission mechanism for an automotive vehicle, the combination of a drive shaft, a driven shaft, a prime mover for driving said drive shaft, gearing for providing comparatively low and high speed ratios between said shafts, said gearing including a reaction element which when held stationary completes said low speed ratio, a one-way brake mechanism for holding said reaction element stationary for providing a free-wheeling drive in low'speed ratio, the arrangement of said gearing being such that said reaction element rotates in high speed ratio and said one-way brake mechanism overruns, means for locking said one-way brake mechanism after the mechanism is engaged to provide a positive two-way drive between said shafts, means controlling controlling means and said transmission mechanism, and means effective on an operative stroke of said control for first shifting the transmission mechanism from high speed ratio to low speed ratio and then momentarily operating said controlling means for driving said drive shaft to drive said driven shaft in low speed ratio whereby to cause the reaction element to engage the brake mechanism and allow it to be locked for providing a positive two-way low ratio drive.

14. In transmission mechanism for anautomotive vehicle, the combination of a drive shaft, a driven shaft, an engine for driving said drive shaft, gearing for providing comparatively low and high speed ratios between said shafts, said gearing including a reaction element which when held stationary complete said low speed ratio, a one-way brake mechanism for holding said reaction element stationary, the arrangement of said gearing being such that in high speed ratio said reaction element rotates and said one-way brake mechanism overruns, means for locking said one-way brake mechanism after the mechanism is engaged to provide a positive two-way drive between the shafts, a throttle for said engine, a control for said transmission mechanism and said throttle, and means connected with said control and effective on an operative stroke of said control for first shifting the transmission mechanism from high speed ratio to low speed ratio and then momentarily opening said throttle for driving said drive shaft whereby to cause the reaction element to engage said brake mechanism and allow it to be locked for providing a positive two-way low ratio drive.

15. In transmission mechanism for an automotive vehicle, the combination of a drive shaft, a driven shaft, an engine for driving said drive shaft, gearing for providing comparatively low and high speed ratios between said shafts, said gearing including a reaction element which when held stationary completes said low speed ratio, a one-way brake mechanism for said reaction element for holding the reaction element statonary to complete the low speed ratio, the arrangement of said gearing being such that in high speed ratio said reaction element rotates and said one-way brake mechanism overruns, means for locking said one-way brake mechanism after the mechanism is engaged to provide a positive two-way drive between the shafts, means for shifting the transmission mechanism from high ratio to low ratio and effective on such a shift to condition said brake locking means to be effective, a throttle for said engine, a control for said throttle and said transmission mechanism, and means connected with said control and effective on an operative stroke of said control for first causing said shifting means to shift the transmission from high speed ratio to low speed ratio and then momentarily opening said throttle for driving said drive shaft whereby to engage said brake mechanism to allow said locking means to become operative for providing a positive low ratio drive.

16. In transmission mechanism for an automotive vehicle, the combination of a drive shaft, a driven shaft, an engine for driving said drive shaft, gearing for providing comparatively low and high speed ratios between saidshafts, said gearing including a reaction element which when held stationary completes said low speed ratio, a one-way brake mechanism forsaid reaction element for holding the reaction element the speed of the prime mover for said stationary to complete said low speed ratio, a

clutch interposed between said shafts and adapted to complete said high speed ratio, the arrangement of said gearing being such that in high speed ratio said reaction element rotates and said one-way brake mechanism overruns, means for locking said reaction element in engagement with said one-Way brake mechanism when the mechanism is engaged whereby the reaction element is held against movement to provide positive two-way drive between the shafts, means interconnecting said clutch and said locking means whereby when the clutch is disengaged to provide said low speed ratio the locking means is conditioned to be effective, a throttle for said engine, a control for said throttle and said transmission mechanism, and means connected with said control and effective on an operative stroke of said control for first shifting the transmission mechanism from high speed ratio to low speed ratio and then momentarily opening said throttle for driving said drive shaft whereby to engage the brake mechanism and render said brake locking means effective for providing a positive low ratio drive.

17. In transmission mechanism for an automotive vehicle, the combination of a drive shaft, a driven shaft, an engine for driving said drive shaft, gearing for providing comparatively low and high speed ratios between said shafts, said gearing including a reaction element which when held stationary completes said low speed ratio, a one-way brake mechanism for said reaction element for holding said reaction element stationary to complete said low speed ratio, said brake mechanism comprising means for moving the reaction element as a whole in one direction or the other depending on the direction of reaction thereon and a positive brake engaged when the reaction element is moved in one direction, the arrangement of said gearing being such that in high speed ratio said reaction element rotates and said one-way brake mechanism overruns, a clutch interposed between said shafts and adapted to complete said high speed ratio when engaged, means for locking said one-way brake mechanism and including means for holding the reaction element against movement after it engages said positive brake is engaged and resilient means acting on the holding means whereby the holding means is conditioned to be effective when said positive brake is disengaged, means for shifting the transmission mechanism from high speed ratio to low speed ratio and including means interconnecting said clutch and said brake locking means whereby when the clutch is disengaged the locking means is conditioned to be operative, a throttle for said engine, a control for said throttle and for said transmission mechanism, and means connected with said control and effective on an operative stroke of said control for first shifting the transmission from high speed ratio to low speed ratio by disengaging said clutch and then momentarily opening said throttle for driving said drive shaft whereby to engage the brake mechanism and render said brake locking means effective for providing a positive low ratio drive.

18. In transmission mechanism for an automotive vehicle, the combination of a drive shaft, a driven shaft, an engine for driving said drive shaft, a throttle for said engine, gearing for providing comparatively low and high speed ratios between said shafts, said gearing including a reaction element which when held stationary completes said low speed ratio, a one-way brake mechanism for said reaction element for holding the reaction element stationary to complete said low speed ratio, said brake mechanism comprising spiral gearing for moving the reaction element as a whole in one direction or the other depending on the direction of reaction thereon and a positive brake engaged when the reaction element is moved in one direction, the arrangement of said gearing being such that in high speed ratio said reaction element rotates and said one- Way brake mechanism overruns, a clutch interposed between said shafts and adapted to complete said high speed ratio when engaged; means for locking said one-way brake mechanism after the mechanism is engaged and including means for holding the reaction element against movement when the positive brake is engaged and spring means for conditioning the holding means for operation when the positive brake is not engaged, fluid pressure responsive means operative for first disengaging said clutch and thereafter conditioning said brake locking means for operation, a control for said throttle and said transmission mechanism, and means connected with said control and effective on an operative stroke of said control for first shifting the transmission from high speed ratio to low speed ratio by rendering said fluid pressure responsive means operative and then momentarily opening said throttle to cause the engine to drive said drive shaft to engage the one-way brake mechanism and cause the brake locking means to become effective for providing a positive low ratio drive through the transmission mechanism.

19. In power transmission mechanism, the combination of a drive shaft, a driven shaft, gear means for providing low and intermediate reduced speed ratios and a direct drive ratio between said shafts, said gear means including a reaction element for completing said reduced speed ratios when held stationary, brake mechanism for said reaction element arranged to automatically hold the reaction element from rotation in one direction to complete the reduced speed ratios and including locking mechanism cooperating with said brake mechanism for rendering the brake mechanism effective to hold the reaction element stationary from rotation in either direction, and means for automatically shifting the transmission mechanism from low to intermediate to direct drive ratios, said shifting means including means for operating said locking means for rendering the locking means effective in one but not the other of said reduced speed ratios.

20. In power transmission mechanism, the combination of a drive shaft, a driven shaft, gearing for providing a lower and a higher speed ratio between said shafts, said gearing including a reaction element for completing said speed ratios when the element is held stationary, brake mechanism for said reaction element arranged to automatically hold the reaction element from rotation in one direction to complete said speed ratios and including locking mechanism cooperating with said brake mechanism for rendering the brake mechanism effective to hold the reaction element stationary from rotation in either direction, means including a governor for automatically shifting the power transmission from the lower to the higher speed ratio, and means actuated by said shifting means for rendering said locking means effective just prior to the shift from the lower to the higher speed ratio.

21. In power transmission mechanism, the combination of a drive shaft, a driven shaft, gearing for providing a lower and a higher speed ratio between said shafts, said gearing including a reaction element for completing said speed ratios when the element is held stationary, brake mechanism for said reaction element arranged to automatically hold the reaction element from rotation in one direction to complete said speed ratios and including locking mechanism cooperating with said brake mechanism for rendering the brake mechanism effective to hold the reaction element stationary from rotation in either direction. a pair of clutches between said gearing and one of said shafts each for completing one of said speed ratios, means for automatically engaging one of said clutches to provide said higher speed ratio and for disengaging the lower speed ratio clutch, and means actuated by said clutch engaging means for rendering said locking means efiective just prior to the disengagement of said lower ratio clutch.'

DONALD W. KELBE'L. GEORGE E. FLINN. PALMER ORR.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Certificate of Correction Patent No. 2,519,050 August 15, 1950 DONALD W. KELBEL ET AL.

It is hereby certified that error appears in the printed specification of the above numbered patent requiring correction as follows:

Column 6, line 9, for the vvord to before apparent read be; column 9, line 4, for valve piston 79 read valve piston 73; column 21, line 75, after mover insert the comma and Words a control; column 23, l1ne 48, strike out is engaged;

and that the said Letters Patent should be read as corrected above, so that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 28th day of November, A. D. 1950.

THOMAS F. MURPHY,

Assistant Commissioner of Patents. 

